Railway truck structure



Feb. 10, 1942 K. F. NYSTROM 'ETAL 2,272,426

RAILWAY TRUCK STRUCTURE Original Filed Oct. 31, 193B i It 22 i 11 F g.' 2.. F 1

| 30 2/ 26 Z5 1 4 28 a? INVENTOR g KARL F1 NYSTROM v 4 i W EDMUND SBzcnsrr: z y l :L '6), V:R-a-L.Gm:EN za I 'f M contact throughout a numb Patented Feb. 10, 1942 Karl F. Nystrom, Milwaukee, Wis., Edmund S.

Beckette, East St. Louis, 111., and Vernon L.

Green,

Milwaukee, Wis.; said Beckette assignor to General Steel Castings Corporation, Granite City,

Ill., a corporation of Delaware Original application October 31, 1938, Serial No. 237,820 now Patent No. 2,241,418, dated May 13, 1941. Divided and this application February 15, 1940, Serial No. 318,982

13 Claims.

The invention relates to railway rolling stock trucks and more particularly to. trucks adapted to be used in passenger service.

Reference is made to applicants copending application, Serial No, 237,820, filed October 31, 1938, now Patent Number 2,241,418, of which the present application is a division.

The main object ofthe invention is to improve the riding-qualities of light weight cars in high speed service where track irregularities and other factors cause jolting between truck parts and tend to create discomfort for the passengers and constitute a safety hazard because facilitating derailing.

It is customary to use leaf springs in railway trucks of this type, either for supporting the bolster from the truck frame, and in some instances to use leaf springs for supporting the frame from the axles, Such springs are credited with acting to give easy riding conditions as the friction of the leaves sliding over each other tends to dampen oscillations, but coil springs are more economical and occupy less space'for a given capacity and usually are characterized by excessive oscillating movements unless some means is provided to check or dampen such movements.

One of the objects of the invention is to adapt a truck for effective use of coil springs for carrying the bolster.

Another object of the invention is to reduce noise and vibration resulting from metal to metal r of relatively moving truck and body parts.

'Another object is to avoid play between the body center plate and the bolster .center plate to cushion shocks administered to the truck and not transmit them'to the car body.

These and other detailed objects as will appear from the following description are attained by the structure illustrated in the accompanying drawing, in which- Figure 1 is a top view of a four-wheel truck,

' the end portions of the truck being broken away 'as they are unimportant and to enable the drawing to be made on a larger scale.

Figure 2 is a vertical transverse section on an enlarged scale taken on the line 2-2 in Figure 1. Figure 3 is a detail vertical section taken on the line 33 of Figure 1 and showing the body center plate assembled with the truck center plate.

The truck includes the usual wheels I, axles 2 and journal boxes 3. A coil spring 4, or a group of coil springs, is mounted upon each journal'box elliptic or semi-elliptic,

and supports the truck frame, which comprises wheel pieces 5 extending over the axle boxes and provided with pedestals for receiving the boxes, transverse transoms 6 spaced apart, and other details customary in such frames but not enumerated here except as particularly mentioned'below.

Suspended from the end portions of transoms 5 are the usual swing hangers connected by a crossbar la. A spring plank 8 extends between cross bars 1a and has upwardly-facing seats 9 mounting the bolster coil springs I 0. The main body part of bolster II is located at substantially the same level as wheel pieces 5 and its end portions include downwardly-facing spring cap portionsfor receiving the upper ends of springs I 0. Preferably, each cap portion has. applied thereto a rubber disc 12 and a rubber annulus l3. Each of these rubber members is bonded to a plate which may be welded to the bolster casting at W. Relative lateral movement of the bolster and spring I0 is limited by the contact of the spring with the rubber annulus 13. Disc 12 receives the thrust of spring I!) through a cap plate l4. Preferably, each annulus l3 comprises a plurality of sections to simplify manufacture and to facilitate application to the spring cap and to work independently of each other to avoid stress on one part of the annulus when the spring strikes another part of it.

The bolster is provided. with a center plate structure 20 adapted to receive a body center plate 2| and a center pin 22. The body center plate is supported upon the truck center plate through a flat ring-shaped rubber pad 23 which may be bonded to a similarly shaped metal plate 24 in contact with the body center plate. Rubber pad 23' absorbs some of the vertical shocks,

which otherwise would be transmitted from one center plate to the other and eliminates noises resulting from such shocks.

With this arrangement there is no sliding action or direct abutting contact between the metal center plates of the body and truck bolsters. This 'will eliminate wear between these parts and it will not be necessary to lubricate these parts to reduce such wear. The frictional resistance to sliding action between the bottom surface of the body center plate and the element 24 and between the element 23 and the'top surface of the truck ,center plate 20,- due to the vertical load transmitted through these parts, is so great that swivelling of the truck relative to the body will be accommodated by distortion of the rubber pad before any sliding action occurs. When the swivelling force ends, the rubber will tend to return the truck and body to their normal relative position. The rubber element 23 also accommodates, by distortion, movement of the body center removed.

To prevent lateral shocks being transmitted by direct metal to metal contact between the center plates, there is mounted upon the upright flange 25 of the truck center plate a series of segments each comprising an outer plate 26, a rubber pad 21 and an inner plate 28. the outer plate being welded at W to the truck center plate. The device is made in segments to simplify manufacture and to facilitate application and removal of worn parts and towork independently of each other to avoid stress on one part of the annulus when the body center plate strikes another part of the annulus. I-t-will be understood that the elements 23, 24, 26, 21 and 28 may be replaced at-intervals without requiring the replacement of either of the center plates which are integral with the truck and body bolster, respectively, and need not be accurately fitted to each other since the rubber elements will accommodate variations in surface contours and fit between the castings.

Center pin 22 is received in an annular flangedrubber sleeve 30 bonded to the body center plate to avoid metal to metal contact between the center plates through the center pin.

Each end portion of bolster H mounts an upwardly-facing side bearing bracket 3| which limits the rocking of the car body relative to the bolster, and to each bracket is bonded a rubber pad 32 capped by a metal wear plate 33 which contacts the car body.

Inwardly-facing lugs 34 on transoms 6 oppose outwardly-facing lugs 35 on bolster II to limit the movement of the bolster longitudinally of the truck. Each lug has a rubber pad 36 bonded thereto and wear plate 31 bonded to the rubber pad. This arrangement avoids the metal to metal contact between the bolster side walls and the truck transoms.

Each end of bolster H is provided with a rubber pad 38 bonded to a metal plate 39 which is welded to the bolster at W. Rubber pads'38 absorb the shock and vibration caused by the bolster swinging laterally sufliciently to strike wheel pieces 5.

A truck 'as illustrated and cushioned as set forth in the above description gives improved riding qualities over trucks previously used with the usual metal contacts even where heavier parts and leaf springs are used. There is no metal to metal contact between the frame and boltser, and bolster and vehicle body, and the rubber elements reduce shocks and absorb vibrations and eliminate-noise tending to be transmitted from the truck parts to the car body.

' It will be understood that different types of cushioning structures may be substituted for those shown, and modifications in the details of the truck parts may be made without departing from the spirit of the invention and the exclusive use of such modifications as come within the scope of the claims is contemplated.

What is claimed is:

1. In a railway truck bolster, center plate structure including an upstanding wall arranged to surround a corresponding body center plate,

said wall being provided with a lining of rubberlike material for opposing said body center plate and for absorbing lateral shocks which otherwise would be transmitted between the body and truck center plates, said lining comprising a series of separate segments spaced apart circumferentially of said upstanding wall and being individually secured to said wall.

2, In combination, a railway truck bolster center plate and a body bolster center plate nested therein, said center plates having opposing horizontal walls and opposing upright walls, there being a pad of rubber-like material between said horizontal walls and supporting the body load through said body center plate, and there being a cushion of rubber-like material between said upright walls for absorbing lateral shocks between said center plates and arranged to distort upon relative rotation of said center plates to accommodate swiveiling of the truck and body.

3. A structure as described in claim 2 in which the cushion between the upright walls consists of a series of separate pads spaced apart about the circumference of the upright walls.

4. A structure as described in claim 2 in which the cushion is provided'with inner and outer metal liners, one of which is secured to the corresponding center plate wall.

5. A structure as described in claim 2 in which the cushion consists of a series of separate pads spaced apart about the circumference of the body center plate upright wall, there being liners of metal attached to the inner and outer faces of said pads to form a metal lined unit applicable to-and removable from the center plates.

6. A structure as described in claim 2 in which the cushion between the upright walls normally is free from compression but may be compressed between the opposing upright walls of the center plates when the truck and body bolsters are subjected to longitudinal and transverse forces applied to them in opposite directions respec-- tively.

' 'l. A structure as described in claim 2 in which the cushion between the upright walls consists of a series of separate pads spaced apart about the circumference of the walls and normally free from compression but being subjected to compression, individually and in restricted groups. between the opposing upright walls of the center plates when the truck and body bolsters are subjected to longitudinal and transverse forces applied to them in opposite directions respectively.

8. In combination, a railway vehicle bolster having a downwardly facing bearing member, and a part supporting the same and having an upwardly facing bearing member, said members having opposing horizontal elements and opposing upright elements, there being a flat pad of rubber-like material between said horizontally disposed elements and supporting the load through said first-mentioned member and there being a cushion of rubber-like material between said opposing upright elements for absorbing lateral shocks between said members irrespective of I distortion of said pad, said pad supporting the load irrespective of distortion of said cushion.

9. A combination as described in claim 8 in which the cushion between the upright elements of the members consists of a series of spaced -,segments which are subject to distortion and may be removed independently of each other.

10. In combination, a railway vehicle bolster part, and a part supporting the same, said parts including opposing members spaced apart horizontally, one of said members being provided with a lining of rubber-like material for absorbing lateral shocks which otherwise would be transmitted between said members, said lining comprising a series of separate segments spaced apart circumferentially of the member upon which it is mounted and individually secured thereto.

, 11. In a railway truck bolster, center plate structure including an upstanding wall arranged to surround an opposing body center plate wall, there being a lateral shock absorbing lining on said truck center plate wall comprising an outer plate arranged to be secured to said wall, a rubberlike element bonded to said outer plate, and an inner plate bonded to said element and ar- I ranged to oppose the body center plate wall but normally spaced therefrom, said rubber-like element having an end portion facing laterally and free to bulge laterally outwardly of the element to accommodate distortion of the element and relative movement of the plates towards and away from each other when the jected to lateral thrusts by the center plate upstanding wall.

lining is sub- 12. In combination, a railway vehicle body framing with a body center plate rigidly secured be non-rotatable on said fram therewith so as to ing and having a 1y rotatable truck surface, and at area as said center plate surfaces and having its fiat bottom surface, a relativecenter plate having a flat top top surface-engaging said body center platesur- 7 face and its-bottom surface engaging said-truck center plate surface, at least a portion pad comprising rubber-like material arranged to distort between-its top and bottom surfaces so as to permit relative swiveling actionvof. said center plates without sliding action between the interengaging surfaces of the padand'the cen- I ter. plate surfaces.

13. A structure as which the truck load is transmitted uniformly from the body center plate through saidfp'ad to the truck center plate throughout theentire area of saidpad.

\ KARL F. NYSTROM. Q

VERNON LJGREEN.

EDMUND S. BECKETTE.

flat pad of substantially the same of said described in claim 12 in 

